Radiator System

ABSTRACT

An improved radiator mounting and cooling system for use in automobiles allows multiple components to be incorporated into the same unit, limiting the need for accessories to be mounted to inner fenders or firewall. A circulating vortex of air is pulled through a front grill and vortex tubes disposed through sides of the radiator system to improve cooling efficiency. An outer shroud protects interior components and creates a sealed core cavity allowing air to only enter through vortex tubes and front grill and exit through a rear grill. A self-circulating cooling system provides additional cooling of coolant. A fan system pulls around 5000 CFM of air through the core cavity. An optional secondary coolant pumping system allows coolant to be pumped when needed. A control system controls activation of the fan system and secondary coolant pumping system based on signals from sensors.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/657,480 filed on Jul. 24, 2019, which claims the benefit of U.S.Provisional Application Ser. Nos. 62/365,683 and 62/365,771 both filedon Jul. 22, 2016.

BACKGROUND OF THE INVENTION 1. Field of the Invention

This invention relates to an improved radiator system for use inautomobiles. Multiple components are incorporated into a single systemand mounting frame, limiting the need for accessories to be mounted toinner fenders or firewall. Air is directed through a core cavity in acirculating vortex pattern.

2. Description of Related Art

Prior art automobile radiators comprise two heat exchange core tanks anda core made of a tubes through which hot coolant flows from one heatexchange core tank to the other. Air passes over the core tubes to coolthe coolant inside the tubes. The cooled coolant is transferred from thecool heat exchange core tank to the engine to cool the engine and isthen returned to the hot heat exchange core tank to be cooled in theradiator core again. A standard water (or coolant) pump circulates thecoolant through the radiator. Prior art radiators do not have a mountingframe, rather parts of the radiator and accessories are mounted directlyto the heat exchange core tanks. This results in stress and fatigue tothe core seams, particularly with flexing, rattling and shaking duringuse of the automobile, which leads to radiator failure. It would bebeneficial to have a mounting frame to add strength and stability andaid in protecting the core.

The heat exchange core tanks in prior art radiators are mounted tosupport brackets attached to the frame of the automobile. These bracketsare made from sheet metal and usually have a dimple to accept theradiator. Generally, the radiator is not a perfect fit and must beforced into position to align with the brackets and dimples, which putsstress on the radiator. The heat exchange core tanks are also generallymounted with two non-vulcanized, non-fastened rubber saddles on thebottom of tanks and two non-vulcanized, non-fastened rubber saddles onthe top. In time, with grease, solvent, coolant and natural extremities,these non-vulcanized, rubber saddles will swell-up and pop out of place,causing radiator failure. Other accessories, such as a power steeringreservoir, are mounted to the inner fender or firewall. It is notdesirable to put holes for mounting accessories in the inner fender orfirewall, particularly in classic vehicles. It would be beneficial tohave an improved mounting system for the radiator and other accessories.

Air flow through the radiator core in prior art radiators is over ashort distance, taking about 0.7 seconds to pass through the core in aprimarily front to back direction. Additionally, the shroud on prior artradiators does not create a sealed air cavity. This allows air to enterthe core from the wrong direction, decreasing cooling efficiency andmaking the fan system work harder. It would be beneficial to have asealed air cavity to better direct the air and prevent pull back. Priorart fan systems are external to the radiator, either bolted to theshroud or strapped to the core, which puts stress on the core. It wouldbe beneficial to have a better mounting system for the fan to reducestress on the core. Prior art radiators are typically made from aluminumparts, which are subject to deterioration from electrolysis. Sometimesthe radiator cap will include a chain with zinc on in that can be usefulin reducing damage from electrolysis, but it is usually insufficient. Itwould be beneficial to incorporate fitted zinc plugs into the radiator.

SUMMARY OF THE INVENTION

According to one preferred embodiment, an improved radiator systemcomprises a mounting frame and right and left heat exchange core tanksthat are incorporated into or welded to the mounting frame. The mountingframe provides room for additional accessories, such as an externaltransmission cooler, power steering cooler, and a power steering fluidreservoir to be mounted. This eliminates the need to mount suchaccessories to the inner fender or firewall. It also allows theseaccessories to be in closer proximity to the radiator. Having the coretanks welded to and incorporated into part of the mounting frame alsoprovides structural stability and strength to help eliminate failure.

According to another preferred embodiment, an improved radiator systemcomprises a mounting system for mounting the frame to the automobile.The mounting system preferably comprises diagonal support bars thatconnect an upper portion of the radiator system mounting frame to a tabor bracket welded to the vehicle frame. Preferably, these bars areturnbuckles connected with hyman joints that allow some rotation (in anydirection) of the radiator system to make installation into theautomobile easier. The mounting system also preferably comprisesisolators to connect a bottom part of the mounting frame to standardradiator mounting brackets in the automobile. These isolators aid insecuring the radiator system and in dampening vibrations.

According to another preferred embodiment, an improved radiator systemcomprises an internal fan system that can move up to 5000 CFM (or more)of air through the radiator system. The internal fan system, disposedinside and connected to mounting frame, preferably comprises a housingfor the blades of a fan and a housing for the fan motor. Preferably, twofans are used in the fan system. Connecting fan system to the mountingframe eliminates stress on the core. According to another preferredembodiment, an improved radiator system comprises an optional secondarycoolant pumping system comprising a housing for one or more secondarypumps. These pumps pump coolant from the cooled bottom portion of theright heat exchange core tank when additional cooling is needed and theprimary coolant pump in the vehicle has stopped pumping or has sloweddown the flow of coolant to the engine. The housing for the secondarypumping system is preferably disposed on an upper shroud connected tothe mounting frame. The upper shroud preferably forms part of an outershroud for the radiator system.

According to yet another preferred embodiment, an improved radiatorsystem comprises a front grill and a rear grill both attached to themounting frame. Each grill has a plurality of apertures to allow air toflow into and out of a core cavity between the grills. Most preferably,the apertures are configured into a pattern that forms a personalizeddesign or provides information regarding the automobile into which theradiator system will be installed. These grills also add to the strengthof the radiator system, protect internal components, and provideprotection for the internal fan system.

In another preferred embodiment, an improved radiator system comprises aplurality of vortex tubes that are disposed through the left and rightheat exchange core tanks. These tubes allow air to be pulled in from thesides of the mounting frame into an internal core cavity. The tubes arepreferably disposed at an angle of around 20°-50° from a horizontal axisand measured in a direction from the right exterior of the mountingframe to the tube. This angle aids in directing the air flow into acirculating vortex pattern completely around the radiator core (not onlythrough the middle), allowing the air to travel a greater distance andremain in the core cavity a longer period of time compared to prior artradiators to increase heat transfer efficiency. Having the vortex tubesdisposed through the heat exchange core tanks also provides additionalcooling inside the tanks, as the tubes are in contact with the coolantin the tanks. In another preferred embodiment, an improved radiatorsystem combines a plurality of vortex tubes with a front and rear grillto direct air flow through the inner radiator core. An outer shroud,comprising the mounting frame and other components sealed or weldedtogether, protects internal components and creates a sealed inner corecavity. Air enters the sealed inner core cavity only through the frontgrill and vortex tubes and exits only through the rear grill. The sealedinner core cavity prevents air from entering the radiator core from thewrong side.

In another preferred embodiment, an improved radiator system comprises awindshield wiper reservoir system connected to the mounting frame. Thewindshield wiper reservoir system preferably comprises a wiper fluidtank, a coolant overflow tank, filling ports, and dispensing ports. Thewindshield wiper reservoir system connects with the mounting frame toform part of the outer shroud of the radiator system.

In another preferred embodiment, an improved radiator system comprises aself-circulating cooling system. The self-circulating cooling systempreferably comprises a cylindrical tank with a plurality of finsextending radially outwardly from the tank, an inlet and an outlet. Aportion of cooled coolant is diverted from the right heat exchanger coretank to the self-circulating cooling system where it is further cooledand delivered to the left heat exchange core tank (without cooling theengine). According to other preferred embodiments, an improved radiatorsystem comprises an external transmission cooler and/or an externalpower steering cooler. Both coolers have cylindrical tanks each with aplurality of fins extending radially outwardly from the tanks, an inletand an outlet. These coolers are mounted to the bottom of the mountingframe. In another preferred embodiment, an improved radiator system alsocomprises an internal transmission cooling tube. This tube is preferablydisposed in the right heat exchange core tank to transfer heat betweenthe coolant and transmission fluid.

In another preferred embodiment, an improved radiator system comprises acontrol system having a plurality of sensors, such as temperaturesensors, switches, and relays to send and receive signals or data. Thecontrol system preferably activates the fan system and/or optionalsecondary coolant pumping system in response to signals from varioussensors.

Improved radiator systems according to preferred embodiments of theinvention provide improved structural integrity and reduce thelikelihood of failure compared to prior art radiators. They also reduceor eliminate the need to install accessories to the inner fender orfirewall and provide greater flexibility in installing the radiatorsystem in the engine compartment. Cooling efficiency is greatlyincreased by increased air flow through the core cavity, by creating acirculating vortex pattern for the air, and by directing air through thecore cavity without pull-back. Cooling efficiency is also increased byincorporating multiple heat exchange elements into the system, inaddition to the heat exchange through the radiator core. For example,vortex tubes through the heat exchange core tanks, the self-circulatingcooling system, and the front grill all act to exchange heat between thecoolant and air or to dissipate heat away from the radiator system.

BRIEF DESCRIPTION OF THE DRAWINGS

The radiator system of the invention are further described and explainedin relation to the following drawings wherein:

FIG. 1 is a perspective view, showing front and left sides, of apreferred embodiment of a radiator system according to the invention;

FIG. 2 is a rear elevation of the embodiment of FIG. 1;

FIG. 3 is a perspective view, showing a bottom, a left exterior side, aright interior side, and rear sides, of a preferred embodiment of amounting frame and a perspective view, showing bottom, left, and rearsides of a preferred embodiment of a windshield wiper reservoir systemfor a radiator system according to the invention;

FIG. 4 is a perspective view, showing rear and right sides, of theembodiment of FIGS. 1-2 with the windshield wiper reservoir systemremoved;

FIG. 5 is a more rotated perspective view of the embodiment of FIG. 4with the windshield wiper reservoir system included;

FIG. 6 is a perspective view, showing rear and left sides, of theembodiment of FIG. 4 with the windshield wiper reservoir system removed;

FIG. 7 is a perspective view, showing rear and right sides, of apreferred embodiment of a windshield wiper reservoir system according tothe invention;

FIG. 8 is a perspective view of the mounting frame of FIG. 3, showing atop, right exterior side, and left interior side, with preferredembodiments of a front grill and a self-circulating cooling system (FIG.10) installed;

FIG. 9 is a perspective view of the embodiment of FIG. 8 rotated to showthe right interior side and left exterior side;

FIG. 10 is a perspective exploded view of a preferred embodiment of aself-circulating cooling system according to the invention;

FIG. 11 is a perspective view of a preferred embodiment of a fan housingsystem according to the invention;

FIG. 12 is perspective view, showing an interior view from the front ofthe fan housing of FIG. 11 installed in a preferred embodiment of amounting frame and showing a preferred embodiment of an optionalsecondary coolant pumping system;

FIG. 13A is a top perspective view of preferred embodiments of an uppershroud and optional secondary coolant pumping system according to theinvention;

FIG. 13B is a bottom perspective view of the upper shroud and optionalsecondary coolant pumping system of FIG. 13A;

FIG. 14 is a more rotated perspective view of the embodiment of FIG. 12as shown installed in an exemplary vehicle, with a portion of the enginecompartment and vehicle frame depicted;

FIG. 15 is a perspective view of the mounting frame of FIG. 3 showing aninterior view of preferred embodiments of right and left heat exchangecore tanks (with a rear wall removed) and a front grill;

FIG. 16 is an enlarged portion of FIG. 15 showing a preferred embodimentof vortex tubes disposed at an angle α according to the invention;

FIG. 17 is a perspective view of a preferred embodiment of an externaltransmission cooler according to the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to FIGS. 1-11, a preferred embodiment for radiator system 110is shown. Radiator system 110 preferably comprises a mounting frame 70,decorative front grill 51, external transmission cooler 53, internaltransmission cooling tube 34, external power steering/hydro brakecooling system 78, power steering/hydro-boost brake system reservoir 59,rear grill 75, self-circulating cooling system 20, a windshield wiperreservoir system 41, an internal fan system, a right heat exchange coretank 80, a left heat exchange core tank 82, upper shroud 14, a framemounting system, and an optional secondary coolant pump system 151(shown in FIGS. 12-14). Radiator system 110 also preferably comprises acontrol system to activate fans and optional coolant pumps, open andclose valves, and send and receive signals and data based on sensormeasurements, such as coolant temperature.

Referring to FIGS. 1-3, mounting frame 70 comprises a substantiallyrectangular front body 71 with a central aperture 72 to accept placementof decorative front grill 51, an upper bottom support lip 90, a lowerbottom support lip 190 (shown in FIG. 12), a rear support lip 91, anupper cover or shroud 14, a right side heat exchange core tank 80 and aleft side heat exchange core tank 82. Disposed on a left side of body 71is a tab 106 comprising power steering inlet aperture 60 and powersteering outlet aperture 11. Each aperture 60, 11 is preferablycounter-sunk to allow connections fittings, such as jam nuts, to dropinto frame 70 for connecting the power steering/hydro-boost reservoir59. Tab 106 provides strength and aids in eliminating fatigue and leaksto/from the power steering/hydro-boost reservoir 59 that may result fromline loosening in the connections to reservoir 59 without tab 106 andapertures 60 (for power steering inlet/return line 226), 11 (for powersteering outline line 224). Disposed below left heat exchange core tank80 is an opening or cavity 134 to provide space for a power steeringgear box, as shown in FIG. 6.

Referring to FIGS. 3 and 17, external transmission cooler mounting holes76 are disposed in bottom support lip 90, preferably near right and leftends of lip 90 under heat exchanger core tanks 80, 82. This placementallows an external transmission cooler 53 to be mounted to frame 70 tomaximize space utilization and provide protection by the car framerails. External transmission cooler 53 preferably comprises asubstantially cylindrical tank or body 61 having an inlet 83 and anoutlet 85 and a mounting bracket 58 disposed at each end of body 61.Apertures in mounting brackets 58 align with mounting holes 76. Body 61is preferably divided so that inlet 83 and outlet 85 are on both on aright side of body 61. Extending radially outwardly from cylindricaltank 61 are a plurality of fins 144 to aid in dissipating heat from thetransmission fluid passing through body 61. Air circulates around fins144 to provide cooling. Transmission fluid enters inlet 83 from thetransmission and exits through outlet 85 after having been cooled incooler 53. The cooled transmission fluid is then returned to thetransmission, or more preferably is further cooled in internaltransmission cooling tube 34 before being returned to the transmission.Cooler 53 is optional, but is preferably included to aid in temperaturecontrol particularly under extreme temperatures, during towing or hotweather loads.

Extending rearwardly from bottom support lip 90 are two mounting tabseach with one or more apertures 79 to accept fasteners for mounting anexternal hydro brake/power steering cooler 78 to frame 70. Mounting tabswith apertures 79 are preferably spaced apart near outer ends of supportlip 90. This placement allows a hydro brake/power steering cooler 78 tobe mounted to radiator system 110 to maximize space utilization andprovide protection by the car frame. Power steering cooler 78 preferablycomprises a substantially cylindrical tank or body having an inlet andan outlet 149 and a plurality of fins 148 extending radially outwardlyfrom the body, similar to external transmission cooler 53 (shown in FIG.17). Fins 148 aid in dissipating heat from the power steering fluidpassing through cooler 78. Air circulates around fins 148 to providecooling. Power steering fluid enters cooler 78 from a power steeringgear box (which is positioned in an opening 134 disposed under a leftside heat exchange core tank 82), then exits and is sent to powersteering reservoir 59. Like transmission cooler 53 (shown in FIG. 17),cooler 78 preferably has an inlet and outlet 149 disposed on the sameside of a divided cylindrical body and mounting brackets on each end ofthe cylindrical body with apertures that are configured to align withapertures 79 in mounting tabs. Cooler 78 is optional, but is preferablyincluded to aid in temperature control particularly under extremetemperatures, during towing or hot weather loads.

Disposed on a rear facing side of frame body 71 are right and left heatexchange core tanks 80, 82. Most preferably, heat exchange core tanksare integrally formed (such as by welding metal parts together) withmounting frame 70 as a single piece in a boxed frame construction toreduce stress and provide structural strength to the tanks 80, 82. Inthis way, front frame body 71 actually forms a front wall of each tank80, 82. Right side frame portions (side and rear portions and an innerportion through which vortex tubes 47 are disposed) 81 make up walls ofthe right side heat exchange core tank 80. Left side frame portions 73(side and rear portions and an inner portion through which vortex tubes47 are disposed) make up walls of the left side heat exchange core tank82. Portions of bottom support lip 90 form the bottoms of tanks 80, 82.Most preferably, a portion of shroud 14 forms the upper wall of bothheat exchange core tanks 80, 82. This non-flex construction of frame 70and heat exchange core tanks 80, 82 has not previously been used inknown prior art radiator designs. Left and right lower inner side plates116 and 119 are connected to frame 70 and heat exchange core tanks 80,82, preferably by being welded (seamed) to these parts. Inner sideplates 116, 119 act as cleats to provide structural integrity andfurther strengthen the box-style construction. These plates alsostrengthen the core tanks 80, 82 and reduce the likelihood of core seamfatigue.

Radiator system 110 also preferably comprises a multi-row radiator coreheat exchanger comprising a plurality of metal tubes (preferablyaluminum) to transfer coolant from the left heat exchange core tank 82to the right heat exchange core tank 80. The radiator core (not shown)is preferably located in cavity 254 disposed between front grill 51 andfan system housing 56, 68. The radiator core is similar to any standardradiator core, but is preferably sized to fit within cavity 254 andprovide sufficient room for air movement. Cavity 254 is preferablyaround 2-3 inches, and most preferably around 2.5 inches, deep betweenfront grill 51 and rear grill 75, which allows for a fatter radiatorcore. There is preferably an air gap of around 0.5-1.5 inches, morepreferably around 1 inch, between a rear side of front grill 51 and afront side of the radiator core to allow additional room for aircirculation entering through front grill 51 and vortex tubes 47. Mostpreferably, the radiator core is a three or four row core. The radiatorcore connects in fluid communication to the right heat exchange coretank 80 in the space between walls 81 and above inner side plate 119 (inthe opening through which internal transmission cooling tube 34 isvisible in FIG. 9). Similarly the radiator core connects in fluidcommunication to the left heat exchange core tank 82 in the spacebetween walls 73 and above inner side plate 116. The radiator coreconnects the two heat exchanger core tanks 80, 82, providing fluid tightseals allowing coolant to flow from the left heat exchange core tank 82through the core tubes to the right heat exchange core tank 80 withoutleaking into core cavity 254. As an alternative, an inner wall may beprovided for each of the core tanks 80, 82 with an aperture near a lowerend of the left heat exchange core tank 82 and an aperture near an upperend of right heat exchange core tank 80 to connect to the radiator coretubes. This allows cooler coolant to be pulled from the bottom of theleft heat exchange core tank 82 to flow through the core tubes to theright heat exchange core tank 80 and maximizes additional coolingthrough right heat exchange core tank 80 by heat transfer with the airpassing through vortex tubes 47 before the coolant is circulated to theengine.

Referring to FIGS. 3-5, extending rearwardly from a rear side of rightheat exchanger core tank 80 are a plurality of cooling fins 128. Fins128 are preferably welded onto tank 80, on a rearward facing wall 81. Arear side of windshield wiper tank 25 contacts fins 128 or there may bea small air gap between fins 128 and a rear side of tank 25. An interioredge of windshield wiper tank 25 (and portions of coolant overflow tank50) are sealed to right heat exchanger core tank 80 to provide an airtight seal on the right side of radiator system 110 for cavity 254(around the radiator core). But the outside edges are not sealedtogether (as shown in FIG. 5) to allow air to circulate around fins 128,creating an air vent maze. Air moving through this maze and around fins128 aids in further cooling coolant in right heat exchange core tank 80.Air moving through this maze around fins 128 preferably does not mixwith air inside cavity 254 (which enters through vortex tubes 47 andthrough apertures 253 in front grill 51). When coolant reaches rightside heat exchanger core tank 80, it has already been substantiallycooled through the radiator core and will next be sent out of system 110through lower reservoir outlet 215 to cool the engine. By placingcooling fins 128 in a cooler part of system 110, final cooling of thecoolant is enhanced before it is sent to cool the engine.

Disposed below and in fluid communication with right heat exchanger coretank 80 is lower reservoir/manifold 216 having a fluid outlet 215. Fluidoutlet 215 is connected to a hose or tubing that allows cooled coolantto flow from lower reservoir 216 to the engine to cool the engine. Adrain port and plug 84 are disposed on a bottom side of lower reservoir216. This port and plug allows coolant to be drained from radiatorsystem 110 when needed for maintenance or coolant flushing. Preferablytwo wrenches are needed to tighten or loosen the plug to open or closethe drain port. This location, near a rear right bottom edge of frame70, allows coolant to drain without dripping on the frame.

Disposed through a bottom side of frame 70 (through upper and lowerbottom support lips 90, 190) are an inlet port 92 and outlet port 93that allow transmission fluid to flow into and out of internaltransmission cooling tubing 34. Internal transmission cooling tubing 34is disposed inside right heat exchanger core tank 80, in contact withcoolant inside tank 80, to provide additional heat exchange between thetransmission fluid and coolant Preferably transmission fluid fromexternal transmission cooler 53 enters through inlet port 92 intointernal cooling tubing 34. Transmission fluid then exits internalcooling tubing 34 through outlet port 93 and is sent back to thetransmission.

Disposed above and in fluid communication with left side heat exchangercore tank 82 is upper reservoir manifold tank 16 having a fluid inlet15. Fluid inlet 15 is connected to a hose or tubing that allows hotcoolant to be returned from the engine to radiator system 110. Fluidinlet 15 is preferably around 1.5 inches in diameter, but other sizesmay also be used. Fluid inlet 15 is connected to the engine thermostathousing. Sometimes there is a restriction in coolant returning from theengine to inlet 15 caused by choking; particularly if secondary coolantpumps system 151 is activated resulting in increased volumetric flowrate for the coolant through radiator system 110. Disposed slightlyhigher on reservoir 16 than inlet 15 is an optional but preferred highvolume return port 176 (see FIG. 4), strategically placed higher andbehind inlet 15. Return port 176 is connected to the intake manifold ofthe engine, below the thermostat, and accommodates the additionalvolumetric flow when the secondary pumps are activated to keep coolantmoving through radiator system 110.

Referring to FIGS. 2 and 15, disposed through an outer sidewall 73 ofleft side heat exchanger core tank 82 are preferably a high port 17 anda low port 18. These ports are configured to accept a switch or othertype of control, measuring, or monitoring device that can send signalsor an alarm (such as a flashing light) based on measurement of thecoolant inside core tank 82. Port 17 is preferably located in a positionthat is in the high-mid range of tank 82, between 60-80% of the heightof tank 82, most preferably around 75% of the height of tank 82. Port 18is preferably located in a position that is in the low-mid range of tank82, between 20-40% of the height of tank 82, most preferably around 25%of the height of tank 82. These ports may be used to insert atemperature sending unit into tank 82 and to send a signal to a controlsystem for radiator system 110 or a relay switch based on thetemperature measurement, for example.

As shown in FIGS. 3 and 15-16, a plurality of vortex cooling tubes 47are disposed through right side heat exchange core tank 80 (and frame70) and through left side heat exchange core tank 82 (and frame 70).Additional vortex tubes 230 are disposed at an upper end of the rightand left heat exchange core tanks 80, 82. Vortex tubes 47, 230 are opento the exterior of radiator system 110 and to an interior core cavity254, allowing air to be pulled in from outside radiator system 110through the vortex tubes 47, 230 and into cavity 254. Air from tubes 47,230 enters the area inside frame 70 and around cavity 254. Each tube 47on a right side of radiator system 110 is angled in a downward directionfrom the outside of frame 70 toward the inside of frame 70. Each tube 47on a left side of radiator system 110 is angled in an upward directionfrom the outside of frame toward the inside of frame 70. The angle ofthe tubes aids in directing the incoming air into a spinning,circulating pattern to create a vortex of air flow through core cavity254 to increase cooling as the air passes over and around the tubes inthe radiator core. Air also enters through apertures 253 in front grill51, which intensifies the circular motion of the air in the core cavity254. Air passing through the length of tubes 47, 230 also acts as a heatexchanger to aid in further cooling the coolant inside the right andleft heat exchanger core tanks 80, 82.

Most preferably, each tube 47 is disposed at an angle α between around20° to 50° relative to a horizontal axis (measured as indicated as willbe understood by those of ordinary skill in the art). A widerrectangular shaped radiator system 110 requires a smaller angle and anarrower rectangular shape radiator system 110 requires a greater angleto achieve vortex circulation. An angle of around 44° to 46° would workwell for a square shaped frame 70. For a rectangular frame 70 that isaround 33-34 inches wide (to fit a core that is around 16 inches highand 26 inches wide), angle α is preferably around 20° to 40°, morepreferably around 25° to 35°, and most preferably around 30°. Each tube47 in any given radiator system 110 is preferably disposed at the sameangle α, has the same diameter, and same length as other tubes 47 inthat system 110. Most preferably, there are 5-10 tubes 47 on the rightside and 5-10 tubes 47 on the left side. Vortex tubes 230 are preferablynot angled due to space restrictions, but are otherwise preferably thesame size as vortex tubes 47.

Disposed through an outer sidewall and inner side wall of left side heatexchanger core tank 82 is a zinc plug hole 19 (shown in FIG. 6). Asimilar zinc plug hole 21 is disposed through an outer sidewall andinner side wall of right side heat exchanger core tank 80 (shown in FIG.5). Each zinc plug hole 19, 21 is preferably disposed at the bottom oftanks 80, 82 below vortex cooling tubes 47. Each zinc plug hole 19, 21is configured to accept a zinc plug (typically around 3 inches long)that is inserted into tank 80, 82 to aid in minimizing the detrimentalimpact of electrolysis on aluminum parts of radiator system 110. Thezinc plugs may be removed and replaced as needed. To further minimizeelectrolysis, frame 70 is grounded by connecting weight stabilizing bars77 near upper and lower ends of a front (interior) face of rear grill 75to grounding straps 62 that are connected to isolator ears 154 on fanhousing 56 (shown in FIG. 12). This allows all aluminum components to begrounded together. Similar grounding for aluminum parts may be locatedelsewhere in radiator system 110. Grounding may also be provided forelectrical parts within radiator system 110.

Referring to FIG. 1, a power steering/hydro-boost reservoir 59 ispreferably mounted to frame 70 and decorative front grill 51 usingmounting holes 55 and 96 and mounting transference bar 94. This mountingplacement allows heat to transfer to grill 51, which absorbs anddissipates the heat. This mounting placement also provides otheradvantages. Typically, a power steering reservoir would be mounted to aninner fender, requiring holes in the inner fender to run fluid linesfrom the reservoir to the radiator. It is not desirable to have holes inan inner fender, particularly on the chassis of a classic vehicle. Bymounting reservoir 59 to frame 70, no holes in an inner fender arerequired for running lines to radiator system 110. Most preferably,reservoir 59 is mounted near an upper end on a front left side of frame70, which also elevates the reservoir relative to a typical location fora power steering pump to which reservoir 59 would be connected.

Radiator system 110 also preferably comprises a frame mounting systemcomprising diagonal support bars and mounting isolators. Referring toFIG. 14, diagonal support or mounting bars 260 are connected to frame 70at right and left side mounting blocks 112, 114 and extend rearwardlyand diagonally downwardly from body 71. Mounting blocks 112, 114 extendoutwardly from right and left side frame pieces 73 and 81 of mountingframe 70, effectively making right and left side frame pieces 73 and 81thicker and reinforced in the area of mounting blocks 112, 114. Mostpreferably, mounting blocks 112, 114 are integrally formed with (orwelded to) mounting frame 70, are disposed near an upper end of frame70, and are cantilevered past heat exchange core tanks 80, 82 (withoutprotruding into tanks 80, 82) to allow for sufficient clearance of thediagonal support bars. As shown in FIGS. 4 and 6, each mounting block112, 114 comprises an aperture 113, 115 allowing connection to adiagonal support bar. By being in contact with heat exchanger core tanks80, 82, mounting blocks 112, 114 and the connected support bars 260 alsoaid in the cooling function of radiator system 110 as heat may beextracted through apertures 113, 115 and the support bars. Mostpreferably diagonal mounting bars 260 comprise turn-buckle adjustablebars configured to fit to the vehicle frame 262 and frame 70 of radiatorsystem 110 to avoid body twisting and are connected to mounting blocks112, 114 and to tabs on the vehicle frame using hyman joints. Usingmounting blocks 112, 114, turn-buckle mounting bars, and hyman joints264 allow for fine adjustment in positioning radiator system 110 in themotor compartment of an automobile when clearance around other parts maybe tight. Mounting blocks 112, 114 also aid in preventing binding andeliminating stress and fatigue on the radiator. The adjustabilitymechanism allow for fine tuning the placement of radiator system 110 upto 3 degrees in each direction at the final installation stage for thebest possible fit. The distal end of each support bar may be connectedto the frame of the vehicle.

In addition to diagonal mounting bars, a frame mounting systempreferably comprises right and left mounting isolators to connectradiator system 110 to a vehicle. Mounting isolators are preferablysubstantially cylindrical with a threaded post extending from an upperand lower end of each isolator. Each upper threaded post is configuredto mate with a threaded slot or hole 74 on a bottom surface of bottomsupport lip 90 under the right and left heat exchange core tanks 80, 82to allow the isolators to be mounted to the bottom of tanks 80, 82. Thebottoms of each tank 80, 82 provide a dome area for the receiving slot,which allows for more threads on the posts to provide strongerattachment for the mounting isolators and to conceal the posts. Thethreaded posts preferably do not extend into tanks 80, 82, which aresealed to be fluid-tight. Alternatively, a threaded post may extend froma bottom of each tank 80, 82 and be configured to mate with a threadedslot disposed inside a body of each mounting isolator. Each lower postis configured to mate with a threaded slot or hole on a standard(original) radiator support bracket of the vehicle in which radiatorsystem 110 is being installed. Each mounting isolator is preferably andmade from heavy duty vulcanized rubber to minimize vibrations andrattle. A custom made cross member and also be used to accept isolatorsto allow radiator to drop deeper into car frame rails.

Referring to FIGS. 1 and 8, decorative front grill 51 preferablycomprises a frame portion 252 and a plurality of apertures 253 disposedthrough the frame portion 252. The apertures 253 in front grill 51 arepreferably configured into a personalized design or provide informationor a design regarding the make, model, or year of the automobile inwhich radiator system 110 will be installed. Other personalizedinformation, such as the name of the automobile owner, may also be used.The personalized information or design is preferably cut into the metalgrill frame portion 252 and is formed by apertures 253. Any pattern maybe used for apertures 253 and it is not necessary that they form apersonalized design. Front grill 51 also serves to protect interiorportions of system 110 (particularly the radiator core from debris thatmay be sucked in with the air flow through the front grill 51) and tocontrol the flow of air so that it flows in a counterclockwise direction(when viewed from the front of grill 51) between front grill 51 and thecore.

The frame portion 252 of decorative front grill 51 is preferablysubstantially rectangular and configured to fit within aperture 72 ofmounting frame 70. Other shapes may also be used for grill 51 andaperture 72. Most preferably, an inner edge of aperture 72 and an outeredge of front grill 51 comprise a plurality of slots 98 and tabs 100that are configured to engage with each other and allow grill 51 to besecurely fastened to mounting frame 70 through fasteners, such as with ascrew inserted through an engaged slot-tab pair. Most preferably eachslot-tab pair 98, 100 are configured to interlock to provide a flushfront surface where frame 70 and grill 51 meet. Even more preferably,each slot-tab pair 98, 100 are configured to interlock to also provide aflush rear surface where frame 70 and grill 51 meet. A set screw 102 maybe placed through an opening 253 in grill into a slot-tab pair as shownin FIG. 8. The slot-tab pairs also aid in allowing heat to transfer togrill 51 and dissipate.

Referring to FIGS. 2 and 12, rear fan grill 75 is disposed on a rearside of radiator system 110. Rear fan grill 75 serves as an exhaust portfor air circulating through radiator system 110 and aids in directingair flow to prevent pull-back which would cause fans in an internal fansystem to work harder. Most preferably, rear grill 75 is personalizedwith information or a design, similar to front grill 51. Thepersonalized information or design is preferably cut into the metalgrill to crate apertures 253 through which air can flow. A personalizeddesign is not required for rear grill 75, provided that apertures 255through rear grill 75 are present to allow air to flow through. Mostpreferably, the area in which apertures are located are sized to conformto the size and shape of primary fan housing 56 (fan blade housing).Generally, this area will be circular and sized with a slightly smallerdiameter than the diameter of primary fan housing 56 to match thediameter of the fan blades disposed in front of each rear grill aperturearea, to aid in directing air through rear grill 75. Rear grill 75 ispreferably substantially rectangular and connects to rear support lip 91on a lower side, upper cover or shroud 14 on an upper side, windshieldwasher fluid reservoir system 40 on a right side, and left heat exchangecore tank 82 on a left side. Most preferably, rear grill 75 is connectedusing mounting holes 167 to mounting tabs 166 on rear support lip 91 offrame 70 (shown in FIGS. 8 and 12). An upper edge of mounting tabs 166extends upwardly from a top edge of rear support lip 91 of frame 70.Using mounting holes 237, rear grill 75 is attached to apertures inmounting bar 235 on upper cover 14 (shown in FIG. 13B). Rear grill 75also preferably acts as a fan blade guard and aids in dissipating heatfrom internal components of radiator system 110. Rear grill 75 may beremoved from radiator system 110, to allow access to an internal fansystem and other internal components of radiator system 110.

Referring to FIGS. 4, 11, and 12, an internal fan system is preferablydisposed in front of rear grill and behind the radiator core in internalcavity 254. For each fan used, a fan system preferably comprises aprimary housing 56, a plurality of isolator ears 154, a secondaryhousing 68, and connecting ribs or support bars 172 to connect primaryhousing 56 to secondary housing 68. Primary housing 56 is configured toreceive the blade portion of a fan and secondary housing 68 isconfigured to receive the motor portion of the fan in a central opening136. At least one and preferably two fans (not shown, for ease ofviewing) are used with a fan system for radiator system 110. An internalfan system is preferably capable of generating air flow of around 2600to 5200 CFM (or more) through core cavity 254. Most preferably there aretwo fans in internal fan system, each capable of air movement of around2000-3000 CFM, and more preferably around 2600 CFM each. Most typicalradiators use externally mounted fans (not inside of a radiator framelike radiator system 110) that are only capable of around 1800-2200 CFMmaximum. An internal fan system in radiator system 110 is capable ofmuch high air flow rates. Most preferably, housing 56 and 68 are madefrom aluminum and are connected together by support ribs 172. Aplurality of isolator ears 154 are disposed around a perimeter ofprimary housing 56 and spaced apart on ribs 172. An internal fan systemis secured in radiator system 110 by connecting an isolator 57 to eachisolator ear 154, so that fan housing 56 essentially floats in front ofgrill 75. Each isolator 57 is connected to an interior side of reargrill 75 and fan housing 56. An upper and lower weight stabilizing bar77 is disposed on a front (interior) side of rear grill 75. The upperbar 77 acts to lift weight up through isolators 154, while the lower bar77 pushes weight up through isolators 154. Most preferably, there islittle clearance between rear grill 75 and primary fan housing 56, whichaids in moving air out of grill 75. When the internal fan system isrunning, the fans pull air through vortex tubes 47 and through apertures253 in front grill 51, over and around radiator core and internal partswithin core cavity 254, and out through rear grill 75.

With air being pulled from front to rear through radiator system 110, avacuum is created at an inner edge of vortex tubes 47, pulling air inthrough the tubes 47 and changing the direction of air into a circularmotion through radiator core and creating more turbulence inside corecavity 254 to extend the length of time the air circulated through thecore before exiting through rear grill 75. This air circulation patterninside cavity 254 prolongs the amount of time air is inside cavity 254and in contact with the core. For example, instead of air movingessentially straight in and straight out of a typical prior art radiatorin about 0.7 seconds, the air inside core cavity 254 spins around as ittravels through core cavity 254, remaining inside core cavity for around6 seconds before exiting through rear grill 75. The additional time airis inside core cavity 254 and the additional distance the air travels,maximizes the efficiency in heat transfer between the core and air (andother components, such as self-circulating cooler system 20 and theair). The air exiting through rear grill 75 is significantly hotter thanair exiting a typical prior art radiator core. Additionally, parts ofthe frame 70 (including cover 14 and right and left heat exchange coretanks 80, 82), front grill 51, rear grill 75, and windshield wiperreservoir system 40 are preferably sealed together (preferably welded)to provide an outer shroud around a sealed inner core cavity 254. Thisprevents air from leaking into or out of cavity 254 other than throughvortex tubes 47, apertures 253 in front grill 51 and apertures 255 inrear grill 75, where air is supposed to enter and exit radiator system110. Welding these parts together also aids in strengthening andstabilizing radiator system 110. Prior art radiators do not have asealed air cavity for directing air flow through the core, which allowsair to enter from the wrong side forcing the fans and cooling system towork harder and be less efficient.

Referring to FIGS. 8-10, self-circulating cooling system 20 is anotherheat exchanger that is preferably disposed substantially inside frame70, between front grill 51 and rear grill 75. Self-circulating coolingsystem 20 uses a percolation effect to create passive energy to move hotcoolant up and with that be able to circulate coolant using this energy,similar to a coffee machine percolator. Self-circulating cooling system20 preferably comprises a substantially cylindrical tank or body 121having an inlet 28 and an outlet 27, a rise tube 29 connected in fluidcommunication with outlet 27, and an inlet tube 66 connected in fluidcommunication to inlet 28. Body 121 is preferably disposed under fanhousing 56, 68, in a slightly recessed area 192 formed between lowerbottom support lip 190 and upper bottom support lip 90 (best seen inFIGS. 9 and 12). Extending radially outwardly from cylindrical tank 121are a plurality of fins 138 to aid in dissipating heat from the coolantpassing through body 121. Air pulled into radiator system 110,preferably in a vortex, circulates around fins 138. Tank 121 acts as aheat exchanger, where coolant passes through body 121 and heat isdissipated through fins 138. Disposed at each end of body 121 is amounting bracket 140, each with one or more apertures 142 to allowconnection of body 121 to frame 70. Referring to FIG. 12, apertures 64in lower bottom support lip 190 allow connection of body 121 to frame70. Although not visible in FIG. 12, additional apertures 64 aredisposed on the right and left sides of lower bottom support lip 190 toalign with apertures 142 in mounting brackets 140.

Tube 66 is connected in fluid communication to lower reservoir manifoldtank 216 and to inlet 28 to allow coolant to flow from lower reservoirtank 216 into tank 121. Connector 67 connects tube 66 to outlet 37 onlower reservoir manifold tank 216. Tube 66 preferably has an end 69disposed at an angle so that tube 66 is inserted through port 37 andextends into right heat exchange core tank 80 through a rear side oftank 216. This allows a portion of coolant from the bottom of right heatexchanger 80 to be diverted to self-circulating cooling system 20through outlet 37 and another portion of coolant from lower reservoirtank 216 to be sent to cool the engine through outlet 215.

A tube 29 is connected in fluid communication to upper reservoir tank 16and outlet 27 to allow coolant to pass into upper reservoir tank 16after being cooled in tank 121. Connector 31 connects tube 29 to port39, located on a bottom side of reservoir 16, allowing an upper curvedportion of tube 29 to extend into reservoir 16 (shown as dashed lines inFIG. 8). Tube 29 is shaped and oriented with respect to cooling system20 and upper reservoir tank 16 to create a syphon effect when coolant isbeing returned to tank 16 through inlet 15 or 176. An outlet end of tube29 is preferably disposed at an angle between 45° and 90° relative to alongitudinal axis of a central portion of tube 29 and is turned to faceaway from tank 121 and pointed in a direction toward a rear outer cornerof reservoir 16. A direction of fluid flow from tube 29 is shown byarrows 32 in FIG. 8. A direction of fluid flow in through inlet 15 isshown by arrows 35 in FIG. 8.

An inlet end of tube 29 is preferably disposed inside tank 121 and bentat an angle to be directed toward the top half of cylindrical tank 121(the top half being that portion above an axis extending from inlet 28to outlet 27 when tank is substantially horizontal). This allows tube 29to pull from the top of tank 121, where coolant is the hottest and wantsto move in an upward direction toward reservoir tank 16. With the enginerunning, water being pulled from engine water pump through 215 forceswater through tube 66, pushing water through self-circulating cooler 20and through tube 29 to upper intake manifold 16 creating a water shockwithout the fans running, eliminating the fans running, keeping watercool also being assisted by the inlet water creating a self-coolingsystem. This also aids in creating a syphoning effect through tube 29 bypulling coolant from the high side of the self-circulating coolingsystem 20 heat exchanger by being placed inside tank 121 with an openend of tube 29 pointing up so it only pulls from a high (top) side oftank 121. Tube 29 is mounted to an exterior surface of heat exchangecore tank 82 by mounting tabs 26 (welded on barrel nuts). The shape andconfiguration of tubes 29 and 66 also aid in preventing coolant fromflowing in the wrong direction through self-circulating cooling system20 and reservoirs 16 and 216. Air circulating inside radiator system 110passes over tube 29 to provide additional heat exchange and cooling forcoolant in the tube.

The coolant in lower reservoir 216 has already passed through theradiator core and been cooled compared to the coolant in upper reservoir16 (having been returned from cooling the engine through inlet 15 and/orreturn port 176). Coolant is pushed through self-circulating coolingsystem 20 by the engine water pump when coolant is being pumped throughoutlet 215 on lower reservoir tank 216 (and it is not necessary for thefans to be running). Coolant passes through self-circulating coolingsystem 20 from reservoir 216 to upper reservoir 16 to cool the coolantfurther. This allows the coolant entering reservoir 216 from coolingsystem 20 to be at the lowest temperature of all the coolant in radiatorsystem 110, where it mixes with the hottest coolant in radiator system110 inside reservoir 16. This drastic temperature difference shocks thehottest coolant in reservoir 16 to dramatically drop the temperature ofthe coolant in reservoir 16 prior to entering the radiator core foradditional cooling. This temperature differential also aids in passivelyself-circulating coolant through self-circulating cooling system 20,even when the car engine is off and the radiator system 110 is stillpressurized. The coolant then cycles through the core, to the right sideheat exchanger core tank 80, through reservoir 216 and portion goes backthrough self-circulating cooling system 20 (with another portion passingthrough outlet 215 to cool the engine). By cycling coolant throughself-circulating cooling system 20, radiator system 110 operates moreefficiently and saves wear and tear on the fans in the internal fansystem. Self-circulating cooling system 20 may also be used withstandard vehicle radiators by connecting tubes 66 and 29 to the heatexchange core tanks in a manner similar to that described with radiatorsystem 110 and with modifications to the standard radiator core tanks toallow fluid communication with self-circulating cooling system 20 aswill be understood by those of ordinary skill in the art.

Referring to FIGS. 3, 5, and 7, windshield wiper reservoir system 40 isconnected to frame 70 and forms part of an outer shroud for radiatorsystem 110 to protect interior parts and provide a sealed core cavity254 to direct air flow from tubes 47 and front grill 51 through interiorportions of radiator system 110 and out through rear grill 75.Windshield wiper reservoir system 40 preferably comprises a wiper fluidtank 25, a wiper fluid outlet 46, and a wiper fluid fill port 23. Thisallows tank 25 to be filled with washer fluid through port 23 and washerfluid to be dispensed to a windshield through outlet 46 (with connectingtubing or hoses). Typically, a windshield wiper tank is mounted to aninner fender or firewall of a car. However, by incorporating system 40into radiator system 110 according to a preferred embodiment of theinvention, room in the engine compartment is freed up for other use orease of access.

Windshield wiper reservoir system 40 also preferably comprises anoverflow tank/recovery reservoir 50 for coolant, an overflow outlet 38,an inlet port 24 to connect to a radiator cap neck overflow port 187disposed on radiator cap neck 189 (shown in FIG. 6) via tubing, and acoolant fluid fill port 22, but these may also be components separatefrom system 40. This allows coolant to be added to radiator system 110through port 22, held in overflow tank 50 when needed, and overflow todischarge through overflow outlet 38. Disposed on a rear side ofwindshield wiper fluid tank 25 are a plurality of tabs or barrel nuts 36that provide attachment points for an overflow tube 41 connected tooverflow port 38 to allow overflowing coolant to drain out of radiatorsystem 110. Coolant overflow tank 50 is preferably level with theradiator cap 188 disposed above right heat exchange core tank 80 (asshown in FIG. 1). By placing coolant overflow tank 50 at an upper end ofsystem 40, it is well positioned to be level with the radiator cap 188.Coolant overflow tank 50 and windshield wiper tank 25 are separate tanks(to prevent wiper fluid form mixing with coolant) joined together(preferably welded).

Referring to FIGS. 2, 4, 13A, and 13B upper cover or shroud 14 isdisposed on an upper side of frame 70 and connected to frame body 71 andrear grill 75 to aid in protecting internal components of radiatorsystem 110 and sealing in core cavity 254. Cover 14 may comprise asubstantially flat portion 214 towards the front of frame 70 and angledportion 228 toward rear grill 75, but other configurations may also beused depending on the parameters of the engine compartment for thevehicle in which radiator system 110 is to be installed. When anoptional secondary coolant pump system 151 is used, it is preferred tohave an angled portion 228 on cover 14 and place coolant pump system 151on top of the angled portion 228 to conserve space. This provides anoverall outer dimension for radiator system 110 that allows radiatorsystem 110 to fit within the space of an engine compartment provided fora typical radiator system that does not have a secondary coolant pumpsystem. Angled portion 228 preferably narrows rearwardly to accommodatecoolant overflow tank 50 and upper reservoir tank 16. A bar 234 isdisposed on an inner side near a top edge of frame body 71 (as shown inFIG. 3), which is configured to mate with corresponding bar 236 on cover14 to allow attachment of cover 14 to frame body 71. Most preferably,bars 243 and 236 have aligned holes to accept fasteners from the insideof radiator system 110 so that they are not visible from the top side ofcover 14. Also disposed on an interior lower side of angled portion 228of cover 14 is a mounting bar with tabs 235 that allows cover 14 to beconnected to rear grill 75. Preferably there are corresponding holes onan interior side of rear grill that align with the holes in tabs 235 toallow these parts to be connected.

An engine water (coolant) pump (pre-existing in the vehicle andconnected to outlet 215) is typically capable of circulating 90-110 GPMof coolant through radiator system 110 at high RPM. When the engine RPMslows, the flow of coolant from the engine coolant pump also slows. Whenthere is a drastic change in RPM, the coolant circulation from theengine coolant pump can slow while the engine is still running hot andin need of more coolant, not less, which can result in cracked heads orblown head gaskets. Referring to FIGS. 13A, 13B, and 14, an optionalsecondary coolant pump system 151 is configured to activate whenadditional coolant flow is needed but is not being pulled via the enginecoolant pump. Secondary coolant pump system 151 is preferably disposedon an upper side of shroud 14 and preferably comprises a console orhousing 164 with a pump compartment 156 for each of one or more coolantpumps (not shown). Each pump is connected to tubing that pumps coolantfrom lower reservoir tank 216 through connection port 30 and out throughoutlet ports 218, 220 in cover 14 to circulate it directly to the headwhere cooling is needed. A tee fitting may be used to connect a singlepiece of tubing to reservoir 216 and the coolant pumps in secondarycoolant pump system 151. Coolant pumped through secondary coolantpumping system 151 is returned from cooling the engine head to reservoir16 through inlet 15 or 176. A plurality of isolators 221 connectedthrough holes and with bolts 223 extend from an inner bottom surface ofconsole 164 to aid in isolating the vibration from the coolant pumps. Aplurality of apertures 222 are disposed through a bottom surface ofconsole 164 and through shroud 14 to allow for electrical connections tothe coolant pumps. Because of sizing restrictions in trying to fitradiator system 110, including the optional coolant pump system 151,within the engine compartment space for a standard radiator, it ispreferred to use two smaller coolant pumps to achieve the same flow rateof a larger sized pump.

Radiator system 110 also preferably comprises a control system to sendsignals to control various components, such as activating pumps insecondary coolant pumping system 151 or fans in the internal fan system,and receive signals or data to monitor various parameters, such asengine temperature (directly or through an existing temperature sendingunit), a throttle position sensor, and coolant temperature inside leftheat exchange core tank 82 (such as with temperature sensors throughports 17 and 18), for example. This control system comprises standardswitches, relays, and the like that are typically used in automotivecontrol systems. A pin outlet 162 for making electrical connections viainserted pins to various sensors and components of the control system ispreferably disposed on an upper side of shroud 14, as shown in FIGS. 2and 13A. Control system may be programmed to activate or deactivatevarious components of radiator system 110 in response to measuredparameters. For example, if a temperature sensor senses that coolant isclose to a flash point, a control system may determine that more aircirculation is needed so fans in internal fan system are activated tomaintain temperature between 165°-180° (other temperature set points mayalso be used). If control system senses that there has been a drasticchange in engine RPM (from high RPM to idle), then optional secondarycoolant pumping system 151 may be activated. As another example, if atemperature sensor measures temperatures of around 195° and a throttleposition sensor senses that the engine is idling (foot off the gaspedal), then control system may activate optional secondary coolantpumping system and open necessary valves to allow coolant to flow.Various combinations of triggering events may be used with a controlsystem to activate the internal fan system and optional secondarycoolant pumping system, as will be understood by those of ordinary skillin the art.

References herein to mounting apertures or holes include apertures fullythrough the referenced part (for mounting with a bolt and nut, forexample) or partial holes configured to accept a fastener (for mountingwith a screw into a threaded tap). Various sizes of screws, bolts, andnuts with different threads may be used as will be understood by thoseof ordinary skill in the art. Parts of frame 70, right and left heatexchange core tanks 80, 82, shroud 14, and windshield wiper reservoirsystem 40 are preferably made of aluminum for strength, light weight andgood heat transference. Tubing, connectors, fasteners, and the like maybe made from any suitable materials as will be understood by those ofordinary skill in the art. References to front, forward, and similarterminology herein are in a direction toward a front of an automobile inwhich radiator system 110 will be installed. References to rear,rearward, and similar terminology herein are in a direction toward arear of an automobile in which radiator system 110 will be installed.References to left refer to the driver (U.S.) side of the automobile andreferenced to right refer to the passenger side of the automobile inwhich radiator system 110 will be installed. Generally parts of system110 designated as being on the left may be reoriented to be on the rightand vice versa.

Radiator system 110 may comprise any one of or any combination of thepreferred features, such as external transmission cooler 53,self-circulating cooling system 20, windshield wiper reservoir system40, vortex tubes 47, etc., with appropriate modifications as will beunderstood by those of ordinary skill in the art. Additionally, any ofthese preferred features may be incorporated into a standard vehicleradiator with modifications that will be understood by those of ordinaryskill in the art. Those of ordinary skill in the art will alsoappreciate upon reading this specification and the description ofpreferred embodiments herein that modifications and alterations to theapparatus and methods may be made within the scope of the invention andit is intended that the scope of the invention disclosed herein belimited only by the broadest interpretation of the appended claims towhich the inventor is legally entitled

I claim:
 1. A radiator system comprising: a first heat exchange tankconfigured to receive hot coolant returning from an engine; a secondheat exchange tank configured to return cooled coolant to the engine; acavity disposed between the first heat exchange tank and the second heatexchange tank, the cavity configured to receive a radiator core; and aplurality of tubes disposed through each heat exchange tank to allow airto enter the cavity.
 2. The radiator system according to claim 1 furthercomprising a radiator core comprising tubing connected to the first heatexchange tank and the second heat exchange tank to allow coolant to flowfrom the first heat exchange tank to the second heat exchange tank. 3.The radiator system according to claim 1 wherein the heat exchange tankseach comprise an exterior side substantially opposite the cavity;wherein the tubes through the one of heat exchange tanks are angled inan upward direction from the exterior side toward the cavity and thetubes through the other heat exchange tank are angled in a downwarddirection from the exterior side toward the cavity.
 4. The radiatorsystem of claim 1 wherein the heat exchange tanks each comprise anexterior side substantially opposite the cavity and an interior sidenear the cavity; wherein each tube through the one of the heat exchangetanks is disposed at an angle of around 20° to 50° from a horizontalaxis measured in a direction on the interior side of that heat exchangetank up toward the tube; and wherein each tube through the other heatexchange tank is disposed at an angle of around 20° to 50° from ahorizontal axis measured in a direction on the exterior side of thatheat exchange tank up toward the tube.
 5. The radiator system accordingto claim 1 further comprising: a fan system disposed behind the radiatorcore and in front of the rear grill, the fan system comprising one ormore fans capable of collectively pulling at least 3000 CFM through theradiator core cavity and a fan housing.
 6. The radiator system accordingto claim 5 wherein the fan housing comprises a primary housing forblades of the fan and a secondary housing for a motor for the fan. 7.The radiator system according to claim 1 further comprising a mountingframe and a self-circulating cooler system connected to the mountingframe, the self-circulating cooler system comprising: a substantiallycylindrical body having an inlet and an outlet; an inlet tube connectedin fluid communication with the second heat exchange tank and the inleton the cylindrical body to allow a portion of cooled coolant to bypassthe engine and flow from the second heat exchange tank into thecylindrical body; and an outlet tube connected in fluid communicationwith the first heat exchange tank and the outlet on the cylindrical bodyto allow the portion of cooled coolant to flow from the cylindrical bodyto the second heat exchange tank.
 8. The radiator system of claim 7wherein the outlet tube is configured to pull coolant from an upper halfof the cylindrical body.
 9. The radiator system of claim 7 wherein theoutlet tube is configured to syphon coolant through the cylindrical bodyto the first heat exchange tank when hot coolant is flowing into thefirst heat exchange tank.
 10. The radiator system of claim 9 wherein theself-circulating cooler system further comprises a plurality of finsextending radially outward from the cylindrical body.
 11. The radiatorsystem of claim 1 further comprising a windshield wiper reservoir systemconnected to the mounting frame, the windshield wiper reservoir systemcomprising: a wiper fluid reservoir; and a coolant overflow reservoir.12. The radiator system of claim 11 wherein the windshield wiperreservoir system is disposed substantially behind the second heatexchange tank; wherein a rear wall of the second heat exchange tankcomprises a plurality of laterally spaced apart fins extendingrearwardly from the rear wall toward the wiper fluid reservoir; whereinan outer edge of the windshield wiper reservoir system and an outer edgeof the second heat exchange tank are open to allow air to circulatearound the fins; and wherein an inner edge of the windshield wiperreservoir system and an inner edge of the second heat exchange tank aresealed together to prevent air from entering the radiator core cavityfrom around the fins.
 13. The radiator system according to claim 1further comprising a mounting frame and wherein the first and secondheat exchange tanks are integrally formed with or welded to the mountingframe.
 14. The radiator system according to claim 1 further comprisingan internal transmission cooling tube disposed inside the second heatexchange tank, the internal transmission cooling tube having a first endconnectable in fluid communication to a transmission and having a secondend connectable in fluid communication to an external transmissioncooler.
 15. The radiator system according to claim 1 further comprisinga first control system configured to receive signals from a secondcontrol system in a vehicle in which the radiator system is installed orfrom one or more sensors indicating whether the engine is beingsufficiently cooled by the coolant from the second heat exchange tank.16. The radiator system according to claim 15 further comprising: amounting frame; a secondary coolant pumping system connected to an upperportion of the mounting frame, the secondary coolant pumping systemcomprising: one or more pumps configured to circulate coolant from thesecond heat exchange tank to the engine and then to the first heatexchange tank; a housing for the one or more pumps; and tubing connectedto the one or more pumps to the second heat exchange tank; wherein thefirst control system is configured to activate the secondary coolantpumping system when the second control system or the one or more sensorsindicates that a primary coolant pumping system is not circulatingenough coolant from the second heat exchange tank to the engine tosufficiently cool the engine; and wherein the first and second heatexchange tanks are integrally formed with or connected to the mountingframe.
 17. The radiator system according to claim 16 further comprising:a fan system disposed behind the cavity, the fan system comprising a fanhousing and one or more fans capable of collectively pulling at least3000 CFM through the core.
 18. The radiator system according to claim 17wherein the first control system is configured to activate the fansystem when the second control system or the one or more sensorsindicate the engine is not being sufficiently cooled.
 19. The radiatorsystem according to claim 16 wherein the first control system activatesthe secondary coolant pumping system when the second control system orthe one or more sensors indicate (1) that the engine RPM has droppedfrom high to idle; (2) an engine temperature above a threshold while theengine is idling; or (3) a combination thereof.